PP Periodica Polytechnica Vibration Mitigation of Shazand
Mechanical Engineering
Railway Bridge Induced by Train
Using Tuned Mass Damper (TMD)
59(4), pp. 189-198, 2015
DOI: 10.3311/PPme.8327
Creative Commons Attribution b Reza Latifi1*, Reza Razani2
research article Received 13 June 2015; accepted after revision 03 September 2015
Abstract
In the last two decades, tuned mass damper has been used as
a passive control method against earthquakes on tall buildings
and bridges. In this paper, the effect of tuned mass damper sys-
tem on the seismic behavior of 10 story structure with moment
frame has been investigated taking into account the floor rigid-
ity. In addition, the effect of TMD system is investigated on
Shazand Railway Bridge located in Markazi province, Iran in
north to south-west railway. The bridge consists of ten spans.
In 1984, during Iran-Iraq war, that’s main span, which has
AC
a length of 72 m, was attacked and severely damaged. Eight
month later, damaged span replaced with a steel deck. The
deck is straight in plan, but the railway is curved and this
causes eccentricity. Excessive vibration was observed during
the train passage. Although the bridge was retrofitted in two
stages, the problem has not been solved yet, and the trains’
speed should be reduced to around 10 km/hr in order to avoid
excessive vibration. The present study addressed the effective-
R
ness of tuned mass damper (TMD) in reducing train-induced
vibrations of Shazand Railway Bridge. A three dimensional
finite-element model of the bridge is developed and dynamic
time history analyses under train passage in both as-built and
ET
passively controlled with TMD are conducted. Sensitivity anal-
yses are performed to demonstrate the effects of the damper
parameters on structural response. The results show that con-
siderable reduction in acceleration response of the bridge can
be achieved by employing proper TMD.
Keywords
R
Shazand, Railway Bridge, Vibration, Tuned mass damper
1
School of Civil Engineering, Shiraz University of Technology, Shiraz, Iran
2
School of Civil Engineering, Shiraz University, Shiraz, Iran
*
Corresponding author, e-mail: R.Latifi@sutech.ac.ir
Vibration Mitigation of Shazand Railway Bridge Using TMD
D
1 Introduction
Given recent advances in the area of structural control
against earthquakes and wind, the need for doing research on
TE
passive control systems such as TMD and finding their strengths
and weaknesses in earthquake-prone countries is most felt [1].
TMD, like other control system for structures, aims at reducing
the need for energy dissipation in the load-bearing elements
of a structure against lateral loads. This decrease is achieved
by movement of a heavy load on the load-bearing elements of
the structure. TMD operation is based on dynamic vibration
absorbers invented by Frahm in 1909. In 1956, Den Hartog
[2] completed and corrected Frahm’s work and later investi-
gated damped and undamped dynamic absorber systems with
damping of the original system. With the aim of improving the
performance of dynamic vibration absorbers, Snowdon (1960)
investigated solid absorber behavior in reducing the main sys-
tem response. Results of this study showed that the dynamic
absorber that used materials with stiffness proportional to
frequency and a constant damping factor could significantly
reduce the resonant vibration in the main system. In 1977, Jen-
nige and Frohrib investigated a translatory–rotary absorber
system numerically to control both bending and torsional
modes in a building [3]. Most early studies focused on the use
of dynamic absorbers in mechanical systems where only one
operating frequency in resonance with the fundamental fre-
quency of the machine. Since building structures are affected
by environmental and natural loads, they have different fre-
quency components. Selecting a TMD system can be based on
several important parameters [4] such as efficiency, compact-
ness and dimensions; economic cost of the system; implemen-
tation and installation costs; and maintenance and security of
the system for buildings. In engineering design of a TMD, the
dynamic response that can be achieved in practice is applied
with a series of implementation considerations.
Shazand Railway Bridge is one of the most famous histori-
cal stone arch bridges in Iran. Shazand Railway Bridge was
constructed in 1937 and opened to traffic in 1939. This bridge
is located in of Markazi Railway route, between Samangan
and noorabad. The bridge is near Shazand station, and it is
2015 59 4 189
 D
Fig. 1 L.H.S: Cross section of the bridge and railway. R.H.S: Shazand bridge after two retrofitting

constructed across a river. The bridge located between two tun- The TMD point mass is assumed to which the damper mass is

TE
nels and has 9 spans of 10 m and 1 main span with 72 m length. allocated and the unnecessary degrees of freedom are bound.
Railway of North to Southwest is one of the strategic routes The behavior of the structure is estimated in the range of linear
of Iran. This route has a single rail line and has a light terrific behavior. Combined structure-TMD system is shown in Fig. 2.
density. This bridge had a significant effect in War between Iran
and Iraq. In that war, the bridge repeatedly attacked by air strike
but was not damaged significantly. In 1987, air attack caused
severe failure of the main span of the bridge and the railroad
AC
was disconnected. It was necessary to reopen the supply route
immediately. New steel deck designed, and implanted in 1990.
The steel deck is straight in a plan, but the railway is curved and
this caused eccentricity. Fig. 1 shows cross-section of the bridge
and eccentricity of the rail line and bridge after two retrofitting.
The length of the steel deck is 72 m and consists of six 2.5 m
depth steel plate girders connected by cross brace and chord. At
each abutment, the deck rests on six non-seismic elastomeric
R

pads. The steel bridge had excessive vibration due trains pass-
ing; therefore, speed of trains limited to 6 kilometres per hour.
During the war, the steel bridge was attacked several times, but
was not seriously damaged. After the war, the bridge retrofitted
ET

in two stages. In the first stage, the bridge post-tensioned with
16 cables to reduce negative stresses. In the second stage, four
oblique columns added to the bridge. These columns divided the
bridge to 3 spans with length of 15, 42 and 15 m.
The problem did not solve entirely with these retrofitting, just
speed of trains arose to 10 kilometers per hour. Field tests on
the bridge showed that the acceleration of middle of the bridge
R
Fig. 2 The combined structure-TMD system
Using Tuned Mass Damper (TMD) is one of the techniques
to suppress vibrations. TMD is a classical control device and
it is made of a mass, a spring and a viscous damper. The con-
cept of TMD was proposed by Frahm [1]. Den Hartog added
a damper to Frahm’s devices and proposed an optimal design

reaches more than 1g. The ratio of maximum displacement of
the system with damper to that of the system without damper
was largely dependent on the form of earthquake input records.
In the computer modeling (with SAP2000) of the TMD system,
Non-Linear Link was used. Two Nllink members with damper
character was placed on each other between the mass of TMD
and the TMD junction with the structure. One of these has a
stiffness equal to the stiffness needed in the TMD and a damp-
ing of zero and the other has a damping equal to that of the
TMD and a stiffness of 0.01 (to prevent computational error).
for TMDs under harmonic load [2]. Philosophy of using TMD
is a reduction of structural vibration energy. This reduction is
accomplished by transferring some of the vibration energy of
structure to the TMD. This devise has a variety of merits; it
has permanent servise time, requires easy management and
maintenance, and it can be simply incorporated into an exist-
ing structure with less interference on main performance of the
structure. In summary, its advantages include compactness reli-
ability, efficiency and low cost.TMDs have been extensively
studied and applied to attenuate wind and earthquake induced

190 Period. Polytech. Mech. Eng. R. Latifi, R. Razani

vibrations. Most of the theoretical analyses, experimental Jianzhong et al. investigated a simply supported girder
researches and practical uses have been shown that TMD is bridge under high-speed trains with an emphasis on the reso-
an effective to suppress structural vibrations. Several research- nant vibration. They proposed Eq. (4) for resonant speed of
ers have investigated using of TMD in reducing the vibration trains and concluded that the number of wheel-axle of train
of a bridge under traffic loads. Kwon et al. studied the use of passage across the bridge is also an important factor in bridge
TMD to suppress vibrations of a three-span bridge under TGV resonant vibration [5].
train passage. They concluded that TMD can reduce 21% of ω
maximum displacement, and quickly suppress the free vibra- v= Lv ( j = 1, 2, 3,...) (4)
2π j
tions [3]. Wang et al. created numerical and analytical of Tai-
wan High-Speed Railway and investigated the performance of in this equation Lv= distance between train axles, ω = funda-
TMD to suppress the train-induced vibrations. The numerical mental frequency of the bridge.
results showed TMD can reduce up to 40% of acceleration of

the moderately long bridge under train’s passage. They con-
cluded that interaction effect between bridge and train is of no
significant effect on TMD’s performance [4]. In present study
the effectiveness of TMD in reducing train-induced vibrations
D
3 Optimum parameters of Tuned Mass Damper
Den Hartog proposed formulas for obtaining optimum
parameters of TMD. These formulas are obtained for reduction
responses of structure with single degree of freedom under har-

TE
of Shazand Railway Bridge is addressed. A three dimensional monic load excitation [2]. Den Hartog formulations are given as
finite-element model of the bridge is developed and dynamic 1
time history analyses under train passage in both as-built and f opt = (5)
1+ µ
passively controlled with TMD are conducted. Sensitivity anal-
yses are performed to demonstrate the effects of the damper 3µ
parameters on structural response. ξopt = (6)
8(1 + µ )
AC
2 Equations of Motion of the Bridge and TMD where μ is mass ratio of TMD. Having ξopt and f, optimum val-
For the formulation of bridge responses, these assumptions ues of damping coefficient CT and stiffness KT of the TMD can
are used: 1- the bridge is idealized as having permanent stiff- be calculated as
ness in its length, 2- train is modeled as moving forces, 3- the 2
ωs2m
Kopt = f opt (7)
train moves at a constant speed on the bridge, 4- only vertical
modes of the bridge considered. The equation of motion can be Copt = 2ξOPT ωs m (8)
expressed as
in which ωs = Main structure frequency, m = TMD mass.
Mz( x, t) + Cz ( x, t ) + Kz( x, t ) = Fv ( x, t ) + FT (t ) (1)
R

Sadak et al. proposed TMD optimum parameter for multi

in which M= matrix of mass, C= matrix of damping, K= ma- degree of freedom (MDOF) structure under earthquake excita-
trix of stiffness and Fv(t) and FT(t) are interaction force be- tion. Results shown that with the use of optimum parameter,
tween bridge and train and between TMD and the bridge, re- significant reduction of structural responses can be achieved
ET

spectively. In all cases, initial set of loads are considered to be [6]. Sadak et al. formulations are given as
these of the first axle of the train when it enters the bridge. Let
1  µΦ 
ai be the longitudinal distance from the ith train load set to the f opt = 1 − β  (9)
1 + µΦ  1 + µΦ 
initial train load set on the bridge. R and K stand for the num-
ber of first and last train axles on the bridge. At time t, Fv(x,t)
 β µ 
and FT(t) are given by ξ =Φ +  (10)
1 + µ 1+ µ 
opt

k
Fv ( x, t ) = ∑ δ [ x − ( vt − ai )] × pi
R

(2) where β is the damping ratio of main structure, Φ is the ampli-

i=R
tude of fundamental mode of vibration for a unit modal partici-
pation factor computed at location of TMD and μ is the mass
 L    L 
  + KT  z  , t  − y(t) 
FT (t ) = CT  z  , t  − y(t) (3) ratio for MDOF structure. μ Can be calculated as
 2    2  
m
where δ = dirac delta function, v = speed of a train pi= static load µ= (11)
Φ Tn M Φ n
of ith wheel of train, CTand KT= damping and spring constant of
L
the TMD, respectively, z ( , t) = vertical vibration displacement in which m is the TMD mass, M is the mass matrix of structure
2
of middle of the bridge, y(t) = vertical vibration displacement and Φn is fundamental mode shape normalized to have a unit
of the TMD and a dot represents derivative with respect to time. participation factor.

Vibration Mitigation of Shazand Railway Bridge Using TMD 2015 59 4 191

 D
Fig. 3 Right Hand Side(R.H.S.): The building plan and L.H.S.: TMD System on the roof

TE
4 Steel moment resisting structure (10-story)
In the first case, a steel structural system with moment con-
nections and rigid diaphragm is studied. The plan and section
of the building are shown in Fig. 3 (3m height of each story).
Regarding the installation of TMD, it should be noted that
because the oscillating mass applies force to the system at the
AC
top of the structure, the TMD movement direction and the point
where the TMD force is applied should be around the stiffness
center so that torsion is not created in the structure.
After modal analysis of the structure (mass limits for each
story along x and y axes are assumed to be 79300 kg taking
into account 500(kg/m2) dead load and 200 (kg/m2) live load).
The dominating period for the structure along x was 2.54 sec-
onds. The structure was investigated both with and without
R
reduced 52%, 59%, and 70% of the maximum displacement
respectively. Using TMD was also effective in reducing the
base shears. As seen in Fig. 6 and 7, in El Centro earthquake,
using TMDs of 3%, 5%, and 10% reduced 33%, 39%, and 44%
of the base shear respectively. In Manjil-Rudbar earthquake,
it reduced 10%, 20%, and 35% of the base shear respectively.
As can be seen, using the TMD was effective in reducing the
amount of the base shear. In addition to balancing the structural
vibration the TMD reduced the amount of shear force ate the
structure base. This will require the use of lighter sections in
the structure frames.
However, if the structure has a damping of 5% and a period
of 2.54 seconds, the optimum damper parameters in Table 1 for
ξs=5%, μ = 3% and μ = 0,05 obtained via interpolation between

damping. The amount of μ (the ratio of the TMD mass to the the values o​ f μ = 0,03 and μ = 0,1 are as follows:
total mass of the structure) is assumed to be 5%. Therefore,
given the dominance of the first mode, the parameters of the Table 1 Optimum parameters of TMD
optimum damper are as follows. 5% 3% μ
ET

If μ = m / M equals 5%, then 0.05 = m / 79300 and the

0.912 0.938 αopt
damper mass will be 3965 kg. From (6), αopt will be 0.952 and
from (8), ξopt will be 0.1336. If the calculations are done along 0.1048 0.08567 ξopt

x, the TMD stiffness will be 21900(kg/s2) and the TMD damp- 20160 129500 KTMD(kg/s2)
ing equals 2320(kg/s). The structure period became 3.11 after 1875 955 CTMD(kg/s)
adding the damper as a result of the damper oscillation. In this
3965 2400 MTMD(kg)
case, the ratio of peak displacement after adding the damper
R

3.113 2.963 T (sec) after TMD installation

to the peak displacement before adding the damper was 65%.
In this case, the TMD_structure system was investigated 0.60 0.66 El Centro Maximum ration

under El Centro earthquake (from 0 to 15 seconds) and Manjil-

Rudbar (from 0 to 20 seconds) with a scale of 0,25g. Figures 4
and 5 respectively represent the roof displacement of under
El Centro and Manjil-Rudbar earthquakes. Figures 6 and 7
are the base shears under earthquake. As can be seen in Fig. 4
and 5, in El Centro earthquake, the TMD with ratios of 3%,
5%, and 10% reduced 41%, 51%, and 60% of the maximum
displacement respectively. In Manjil-Rudbar earthquake, it
Figures 8 and 9 represent the absolute roof displacement
of a damped structure under the two earthquakes. Comparing
Figures 4, 5, 8 and 9 show that the effectiveness of TMD in
an undamped structure is more tangible. The reason is that as
shown in the diagrams (Fig. 4 and 5), in an undamped struc-
ture, due to lack of damping in the structure after starting vibra-
tion, the vibration increases and a resonant situation is created.

192 Period. Polytech. Mech. Eng. R. Latifi, R. Razani

 Time (seconds) Time (second)
0,25 150000
Displacement (Meters)

0,15 100000

Base shear (kg/m)

0,05 50000

-0,05 0 3 6 9 12 15 0
0 5 10 15 20
-0,15 -50000

-0,25 -100000

without TMD WITH TMD -150000

With TMD Without TMD

Fig. 4 Roof displacement of a point in undamped structure
under El Centro earthquake
Fig. 7 Base shear in the undamped structure under Manjil earthquake.

D
Time (seconds) Time (seconds)
0,15 0,25
0,2
0,1

TE
Displacement (Meter)
Displacement (Meter)

0,15
0,05 0,1
0,05
0 0
0 5 10 15 20
-0,05 0 2 4 6 8 10 12 14
-0,05
-0,1
-0,1 -0,15
-0,2
-0,15
Without TMD With TMD
With TMD Without TMD
AC
Fig. 8 Roof displacement of a point in the damped structure (ξs=5% ) under El
Fig. 5 Roof displacement of a point in undamped structure
Centro earthquake
under Manjil earthquake

Time (second)
Time (Second)
0,15
0,03
0,1
Displacement (Meter)

0,02
Displacement (Meters)

0,05
R

0,01
0
0
0 5 10 15 20
0 3 6 9 12 15 -0,05
-0,01
-0,1
-0,02
ET

-0,15
-0,03
Without TMD With TMD
Without TMD With TMD

Fig. 9 Roof displacement of a point in the damped structure (ξs=5% ) under

Fig. 6 Base shear in the undamped structure under El Centro earthquake.
Manjil earthquake

Using a TMD significantly dampen these vibrations. However, acceleration versus speed at midspan of the bridge is shown in
in the damped structure, damping of the structure itself help to Fig. 11. Figure 12 shows the time history of dynamic deflection
R

reduce the maximums and keep away from a resonant situation.
The maximum amounts established in the damped structure is
lower and thus the effectiveness of TMD in the structure is sig-
nificantly less than in the undamped structure.
4.1 Response of the bridge under train induced
vibration
The external moving point loads that acting on the bridge
and the longitudinal distance between axles of the train are
shown in Fig. 10. The maximum fast Fourier transform (FFT)
and their FFT at midspan of the bridge when the train moves
over the bridge at the resonant speed. The time histories of
dynamic acceleration and their FFT at midspan in directions
transverse and vertical directions of the bridge at the speed
of 32 km/hr and 40 km/hr are shown in Fig. 13. The System
parameters used in simulation are shown in Table 2.
ISO purposed that maximum sensitivity of human to accel-
eration in vertical direction is in the frequency range of 4 to
8  Hz [7]. These excessive vibrations have a disturbing effect
on passengers.

Vibration Mitigation of Shazand Railway Bridge Using TMD 2015 59 4 193

 Fig. 10 moving point loads and longitudinal distances between axle of used train (ton-m)

Table 2 System parameters used in simulation.

System item value

Mass(ton/m) 18

D
main span(m) 72.0
Bridge
Other spans (m) 10.0

Damping ratio 1.0%

Mass ratio 2.0%

TE
TMD
Damping ratio 5.0%
AC
(a) (b)

Fig. 11 Acceleration-speed curves at midspan of bridge without TMD: (a) Transverse direction (b)Vertival direction.
R
ET

(a)
R

(b)

Fig. 12 Time-histories of vertical deflection and their FFT at midspan of the bridge without TMD: (a) ν = 32(km/hr) and (b) ν = 32(km/hr)

194 Period. Polytech. Mech. Eng. R. Latifi, R. Razani

 (a)

D
TE
(b)

Fig. 13 Time histories of vertical acceleration and their FFT at midspan of the bridge without TMD: (a) ν = 32(km/hr) and (b) ν = 32(km/hr)

5 Response of the bridge with TMD 5.1 Effect of tuned frequency in performance of TMD
AC
In this section, TMD is installed to reduce governing mode In this section, the sensitivity of TMD to various tuning fre-
of vibrations of the bridge. Governing modes of bridge are quency is studied. Trains with different mass can change fre-
shown in Table 3. The bridge has very closed two governing quency of fundamental mode of the bridge. Effects of TMD’s
modes. tuning frequency of are shown in Fig. 15.
TMD has effective performance when is tuned to the vicin-
Table 3 Governing mode of bridge ity of the frequency of the governing mode of the bridge. Vari-
ous types of trains with different masses have detuning effect
Mode number Frequency (HZ) Mode shape
because the bridge frequency is changed under trains passing.
R

1 6.23 twisting

2 6.21 flexural 5.2 Effect of Damping Ratio

Figure 16 shows the changes in the acceleration-frequency
amplitude response curves of the bridge due to different values
ET

TMD is tuned to the frequency of vibration and its perfor-
mance with 0.005 and 0.01 are investigated. Figure 14 shows
the performance of TMD to reduce excessive vibrations.
R
of damping ratios of TMD. Mass ratio and frequency of TMD
are respectively, selected as 0.5% and 6.22 Hz.
From Figure 16, it can be seen that the optimum damping
ratio of TMD is very small.

(a) (b)
Fig. 14 Acceleration-speed curves at midspan of bridge with and without TMD: (a) Transverse direction; and (b) vertical direction.

Vibration Mitigation of Shazand Railway Bridge Using TMD 2015 59 4 195

 (a) (b)

D
Fig. 15 Acceleration-frequency curves at midspan of the bridge mass ratio of TMD=0.5%: (a) ν = 32(km/hr) and (b) ν = 40(km/hr)

TE
AC
(a) (b)
Fig. 16 Acceleration-frequency curves at midspan of bridge mass ratio of TMD=0.5% and tuned frequency =6.22 (HZ): (a) ν = 32(km/hr) and (b) ν = 40(km/hr)
R
ET

(a) (b)

Fig. 17 Acceleration-time amplitude response curves at midspan of the bridge mass ratio of TMD=1% tuned
R

frequency =6.22 (HZ): (a) ν = 32(km/hr) and (b) ν = 32(km/hr)

5.3 Effectiveness of TMD for Suppression of
Resonant Phenomenon
The analyzed time–histories of deflection and acceleration
at midspan of the bridge at the speed of 32 km/hr and 40 km/hr
are shown in Figs. 17 and 18.
The results of the analyses are summarized in Table 4. The
result shows that TMD is effective in reducing acceleration of
the bridge, but it has not considerable effect on reducing dis-
placement response of the bridge.

196 Period. Polytech. Mech. Eng. R. Latifi, R. Razani

 (a) (b)
Fig. 18 Deflection-time amplitude response curves at midspan of the bridge mass ratio of TMD=1% and tuned

D
frequency=6.22 (HZ): (a) ν = 32(km/hr) and (b) ν = 32(km/hr)

Table 4 maximal response of the bridge with and without TMD

TE
Speed Maximal vertical Maximal transverse Maximal vertical maximal transverse
TMD Condition
(km/hr) Acceleration (g) acceleration (g) Displacement (mm) displacement (mm)

Without TMD 0.52 0.18 -10.71 3.56

TMD With 0.5% mass ratio 0.42 0.15 -10.47 3.36

32 reduction percentage 18.24 17.01 2.22 5.49

AC
TMD With 1% mass ratio 0.34 0.13 -10.25 3.38

reduction percentage 35.14 27.75 4.23 5.17

Without TMD 0.61 0.18 -10.89 3.28

TMD With 0.5% mass ratio 0.48 0.15 -10.35 3.09

40 reduction percentage 22.06 18.65 4.93 5.73

TMD With 1% mass ratio 0.44 0.15 -10.23 2.98

R

reduction percentage 27.76 15.78 6.07 8.96

6 Conclusion In this second case study, TMD is used to suppress the

ET

The results of this study show the tangible and positive effect
of TMD on structural vibrations. The important point regard-
ing the effectiveness of TMD is the dominance of a mode in
the structure (first mode), for which the TMD is designed and
installed. Certainly, these relations work better for SDOF struc-
tures and the TMD designed for these structures perform better.
Therefore, high-rise SDOF structures with more concentrated
R
vibration of Shazand Railway Bridge under passing train. The
performance of TMD with parameters of the tuned frequency,
damping ratio and mass ratio are investigated. From the results
the following conclusions may be drawn:
• When natural frequencies of the bridge are multiples of
the frequency of the train excitation, the resonant effect
will occur and cause excessive vibrations of the bridge.

mass in high altitude such as telecom towers are the best choice
for TMDs to reduce the vibrations caused by wind and earth-
quake in them. Other results show more effectiveness of TMD
system in undamped structures. Regarding the behavior of the
TMD it should be noted that the damper is activated after the
first maximum input load (or acceleration) and has the ability
to control the next maximums. Thus, the ratio of maximum dis-
placement of the system with TMD to that of a system without
TMD depends on the shape of the input record (earthquake).
• The bridge has two close natural modes that cause two
close resonant speeds. The resonant speeds of tested
trains are 32 km/hr and 40 km/hr.
• TMD with optimum parameter, significantly reduces
acceleration of the bridge, but it has not very effective in
suppressing deflection of the bridge.

Vibration Mitigation of Shazand Railway Bridge Using TMD 2015 59 4 197

Acknowledgments
The work was executed with financial support from petro-
chemical industries development Management Company of the
Iran.

References
[1] Frahm, H. "Device for Damping Vibrations of Bodies." US patent
#989958. 1909.
[2] Den Hartog, J. P. "Mechanical Vibration." New York: McGraw-Hill. 1956.
[3] Kwon, H.C., Kim, M.C., Lee, I. W. "Vibration control of bridges under
moving loads." Computers and Structures. 66 (4). pp. 473-480. 1998.
DOI: 10.1016/s0045-7949(97)00087-4
[4] Wang, J. F., Lin, C. C., Chen, B. L. "Vibration suppression for high-

D
speed railway bridges using tuned mass dampers." International Journal
of Solids and Structures. 40 (2). pp. 465-491. 2003.
DOI: 10.1016/s0020-7683(02)00589-9
[5] Jianzhong, L., Mubiao, S. "The resonant vibration for a simply supported
girder bridge under high speed trains." Journal of Sound and Vibration.

TE
224 (5). pp. 897-915. 1999. DOI: 10.1006/jsvi.1999.2226
[6] Sadek, F., Mohraz, B., Taylor, A. W., Chung, R. M. "A Method of Es-
timating the Parameters of Tuned Mass Dampers for Seismic Applica-
tions." Earthquake Engineering and Structural Dynamics. 26 (6). pp.
617-635. 1997.
DOI: 10.1002/(sici)1096-9845(199706)26:6<617::aid-eqe664>3.0.co;2-z
[7] International organization for standards. "Evaluation of human exposure
to whole-body vibration _ part 2: Continuous and shock-induced vibra-
AC
tion in buildings (1_80 Hz)." Geneva (Switzerland): International stand-
ard ISO- 2631/2- (E). 1989.
R
ET
R

198 Period. Polytech. Mech. Eng. R. Latifi, R. Razani